CAPT ACTING AS FO FAILED TO PROPERLY SET UP NAVAIDS.

Narrative

PF AT THE TIME OF INCIDENT WAS A DHC-8 CAPT WHO HAD BEEN ASSIGNED TO SERVE AS FO AT THE LAST MIN. ALTHOUGH WE RECEIVED A REQUIRED R SEAT CHK EVERY 6 MONTHS (PART OF RECURRENT CHK RIDE) IT IS BELIEVED THAT HE HAD NOT ACTUALLY PERFORMED FO DUTIES FOR NEARLY 3 YRS. THERE WAS A GOOD DEAL OF CONFUSION IN ACCOMPLISHING THE NORMAL FLOW OF CHKLISTS AND SYS CHKS; ATC COM; ETC AS I HAD TO BACK THE FO UP TO AN UNUSUAL DEG. APPARENTLY; I INCORRECTLY PROGRAMMED THE RNAV REF STATION AS LYF VERSUS KLYH PRIOR TO TAXI WHICH PUT OUR START POINT OFF BY ABOUT 5 MI. SHORTLY AFTER TKOF THE FO VOICED SOME CONFUSION AS TO THE COURSE HE SHOULD FLY. I GLANCED OVER TO HIS SIDE AND REALIZED THAT HIS VOR WAS NOT TUNED TO LYH; AND SO I SELECTED THE HSI SELECTOR TO UTILIZE THE RNAV FROM MY SIDE; WHICH INPUTTED RNAV INFO TO THE FLT DIRECTOR. THEN I QUICKLY SWITCHED TO LYH VOR FREQ ON THE FO'S NAV RADIO; BUT DID NOT REFER TO IT FOR BACK-UP NAV INFO AT THIS POINT; AS I WAS BUSY FINISHING THE AFTER TKOF CHKLIST AND CALLING OUR OPS WITH OUR OFF RPT. WHEN I RETURNED MY ATTN TO THE COCKPIT; I IMMEDIATELY NOTICED A HDG OF 270 DEGS FOR A COURSE OF 219 DEGS. THE RNAV'S WIND CORRECTION WAS OBVIOUSLY INCORRECT; BUT IT TOOK ME SEVERAL MORE SECONDS TO DETERMINE OUR ACTUAL TRACK AS THE FO STILL HAD NOT SELECTED THE 219 DEG RADIAL ON HIS HSI. WE INITIATED A TURN BACK ON COURSE JUST AS CTR INQUIRED AS TO OUR NAV STATUS. PROBS: HAVING A POLICY OF SCHEDULING CAPTS AND FO'S WHO MEET MINIMAL CURRENCY REQUIREMENTS OF 1 R SEAT LNDG EVERY 6 MONTHS (SOON TO BECOME ONCE A YR) DOES NOT ENSURE R SEAT PROFICIENCY. THERE IS NO SAFETY OF FLT REQUIREMENT TO CALL OFF-TIMES SO SOON AFTER TKOF. THE 10000 FT POLICY SHOULD BE REINSTITUTED IN OUR COMPANY. OBVIOUSLY IF WE HAD PROPERLY SET ALL NAV SYS BEFORE TKOF THE EXPERIENCE WOULD HAVE BEEN AVOIDED.